Main content of this article: The truck market from June to August has been experiencing a continuous decline, with semi-trailers solidifying their status as the main force in road transportation; the new product quantity in Q3 is like rain after a long drought. The LCV shared platform approach includes JMC’s E-Fushun, Shangtong Wuyang’s new card, BEV cabin types, and Jiefang E90/GX Shenglun-Haixing micro-vans. This also discusses the “skateboard chassis” and the subjective initiative of automakers. NEV new products account for over two-thirds, achieving a monopolistic trend for the first time, including Skyworth’s new low-entry sanitation version, Dongfeng Huashen’s energy-saving HEV refrigerated version, and Jiefang-Yunnei/Flying Saucer’s small-range electric extension version. Notable models include Geely’s Tangjun Huoyue smart driving version and Yuchai’s Yubao “1-person vehicle”, as well as Orange’s Haoche X6-Daon and New Ji’ao-Suzhou Jitai micro BEV logistics vehicles.
The truck market from June to August has been experiencing a continuous decline, with semi-trailers solidifying their status as the main force in road transportation.
According to data from the China Association of Automobile Manufacturers, from January to August this year, the N-Class truck market sold a total of 2.2887 million units, with a year-on-year growth of 0.99%. Although it continues to shrink compared to the previous period (January to May), it manages to maintain a positive growth trend, but the overall situation is precarious. Specifically:
- In the past three months (June to August)：the monthly sales were 294,000, 232,400, and 231,900 units, encountering a month-on-month decline for five consecutive months, with a year-on-year drop for three consecutive months. As we enter the second half of the year, the truck industry has not achieved significant breakthroughs and is tightening further.
- The five major basic types in the past three months maintained a “two Vs three down” pattern, where both the towing and heavy truck categories rebounded in August, while the other three categories of light and micro trucks continued to decline monthly. Comparatively, heavy trucks show greater development potential, but macro-wise, there are concerns of reaching the limits of growth; the entire truck industry urgently needs to find new development models.
Looking at the sales structure of N-Class trucks from January to August over the past three years:
- The heavy truck pattern has seen a change in advantage, with the towing category at 14.6% versus heavy trucks at 12.8%, with the former’s lead continuously expanding, while the latter has seen a declining trend for three consecutive years. According to research from the Ministry of Transport’s Highway Science Research Institute, the average daily operational heavy trucks in 2023 is about 3.326 million units, a year-on-year increase of 4.8%, indicating a continuously expanding active capacity, of which semi-trailers account for 50.4% of the market, making them the absolute main force in road transportation. Medium-sized trucks have slightly increased, with a cumulative 4.0% this period—resulting in a combined share of 31.4%. Although the overall share of medium and heavy trucks has slightly declined, it still hovers around one-third.
- Light trucks (including pickups) have also made a comeback this period, reaching a 54.1% share, but the net growth in share has not exceeded 1%, showing limited changes. Micro trucks have slipped to 14.5%, gradually declining over the past three years. As the first models to undergo electrification, how micro trucks and enhanced mini trucks resolve the “shared platform” issue at the product level will be beneficial for future development. Currently, various automakers have provided their own solutions, and suppliers for “skateboard chassis” have begun to emerge, as discussed further below.
New products in Q3 have brought relief, focusing on the LCV shared platform of BEV cabin types and enhanced micro vans, with a brief discussion on “skateboard chassis.”
In Q3 this year, the Ministry of Industry and Information Technology released its 385th to 387th batches, with new products in the N-Class truck chassis also rebounding, with a total of 128, 149, and 157 models (basic types, excluding pickups). Year-on-year, the overall number of new products in Q3 is still less than in the past two years, but the net difference compared to the same period last year is only 10 models, indicating that the industry’s R&D for new products maintains an upward momentum. Additionally, as the penetration rate of electrification continues to expand, deeper structural adjustments in product lines are beginning to emerge in some automakers. Specifically:
- The one-digit cargo types are 59, 65, and 73 models, showing a similar trend to the overall market. Among these, light trucks are mired in a downturn, with only 28, 39, and 35 models in the three months, averaging just over half of the market share, giving a sense of past glory fading; medium and heavy trucks maintain their own rhythm, with 29, 24, and 36 models, still being key categories in road freight and special sectors.
- The three-digit dump trucks are 16, 15, and 13 models, showing slightly better momentum than Q2 but still experiencing a slight decline. New energy vehicles dominate, reaching 87.5%, 73.3%, and 61.5% in share, with an average of 3/4 share marking the full arrival of the electric era for construction dump trucks, with BEVs leading and four HEVs supporting.
- The four-digit towing types are 42, 55, and 57 models, achieving record-breaking performances in the past two months, injecting a strong boost into the relatively stagnant truck industry. Among them, ICE new products are performing in single digits, gradually withdrawing from the main stage of new towing products; NEV new products have delivered excellent performances, with traditional, overtaking, crossover, and new forces taking turns to bring much-needed freshness to the truck industry. The two-digit off-road types and five-digit special types continue the tradition of new products.
- The former includes 2, 5, and 4 models, with three heavy trucks, seven medium trucks, and one light truck, mainly aimed at specific local working conditions; the latter includes 9, 9, and 10 models, with a total of 18 special vehicles, re-establishing their characteristics in special and oilfield/hoisting categories, with companies like BeiZhong, Hubei Chengli, and Shenhe stepping in to jointly contribute to the current prosperity.
In recent years, with the boom of BEV cabin vehicles in the city distribution logistics market, the industry has begun to explore the shared platform approach for self-owned light cabins (M1 class with open windows in the 6 series/5 series with blind windows) and 3-ton mini trucks, becoming a crucial tool for some automakers to achieve upgrades. Successful examples include Kaicheng’s Jiangdolphin/Xiaoxiang X series and Kaimar’s Ruihang/Junhang ES series. In Q3, several companies focused on the “BEV cabin-small truck” field, such as JMC’s newly launched E-Fushun series, Shangtong Wuyang’s new card, and Wuling’s Golden Card. Meanwhile, the industry also sees traditional micro trucks strengthened to small truck specifications, such as FAW Jiefang’s T80 series, representing the last attempts of traditional Japanese “K-Car” in the era of electrification.
- Recently, JMC has begun to make strides in the 3-ton LCV segment, launching the E-Fushun series with a new platform and two basic models. I previously introduced the BEV cabin version in the September passenger vehicle article. In the same month, two pure electric cargo vehicle chassis—JX1031TGC and JX1031DBEV—were also announced, along with cargo, cabin transport, and warehouse transport versions. Both new models feature a long wheelbase of 3360mm, a width of 1890mm, and front/rear track widths of 1634mm consistent with the main platform. The single-row cab accommodates 2-3 passengers (with 3 entering the “wide-body” category), a front overhang of 710mm, a gross vehicle weight (GVW) of 3200kg, and a rear single tire drive, with optional 185/195 tire sizes. The frame structure combines variable cross-section longitudinal beams with Ω-shaped cross beams, equipped with CATL’s LFP power batteries of 41.86 kWh and 53.58 kWh, and a 60 kW electric drive system from Suzhou Huichuan. For the cargo version, the total vehicle length is 5465mm, with a cargo bed length of 3.2m, a rated load capacity of 1365-1455 kg or 1300-1390 kg, a cruising range of 260 or 320 km, and a top speed of 90 km/h. This platform construction indicates that manufacturers can maximize resources by utilizing a shared platform approach during product development, achieving the goal of “one-time development covering multiple models.” This allows for further opportunities in the 2-3 ton vehicle convergence point (even for commercial passenger vehicles).
- Skyworth Wuling is also actively transforming in the era of electrification. Currently, the Wuling Rongguang Mini Truck/New Truck and the “One-Person Vehicle” Wuling E10 have successively completed the announcement filings for BEV cargo vehicle models. Initially, Wuling had announced the LZW6500EVA pure electric multi-purpose passenger vehicle and the cabin version logistics vehicle from the new Yangguang series. In July, the product line continued to expand with the announcement of the LZW1032EVA1 pure electric cargo vehicle chassis and the cargo version. This chassis adopts the new Yangguang BEV platform structure, with a vehicle width of 1800mm, independent front suspension, and 5/6 leaf spring rear suspension. The front/rear track widths are both 1566mm, with rear single tire drive and 195 tires. The new product extends the wheelbase to 3350mm while retaining a cab designed for 2 passengers, effectively converting it from a cabin vehicle to a Class II chassis. The front overhang is longer at 770mm, with prominent sharp-nosed features, a GVW of 3100kg, and a frame structure combining variable cross-section longitudinal beams and tubular cross beams. It is powered by Jiangsu Zhengli’s single unit and Seikuripu’s 41.9 kWh LFP power batteries, and utilizes a 75 kW electric drive system from Liuzhou Seikuripu, resulting in a total vehicle length of 5320mm, a cargo box length of 3150mm, and a rated load capacity of 1465 kg, with a CLTC range of 260 km and a top speed of 100 km/h.
- In September, FAW filed for the Jiefang E90 series CA1040BEV21 pure electric cargo vehicle chassis, reaching a GVW of 4495kg, the upper limit for blue plate light trucks, but still using the reinforced micro truck structure, indicating its shared platform attributes with the Jiefang micro van V80 and micro truck T80. This chassis features rear dual tires and 185 tires, enhancing its heavy load capacity, with an overall length of 5075mm, a wheelbase of 3300mm, a base width of 1.8m, and seating for 2 passengers. Options include a fairing, designed for general cargo transport, with a front suspension of 6 leaves and a rear of 7+4 leaves, equipped with Hubei Yiwei’s LFP power battery and FAW’s own 90 kW electric drive system, with a top speed of 90 km/h.
- In August, Guangxi Shenlong announced the HQK1034BEVC1 pure electric cargo vehicle chassis and the cabin transport version. This vehicle utilizes the Jinbei T10 mini truck resources and shares a platform with the Jinbei Haixing A7/9 micro van. The base width is 1505mm, front/rear track widths are 1300/1310mm, and the wheelbase is 2760mm, resulting in a relatively traditional and “mini” overall specification. The GVW is 2550kg, with independent front suspension and 6 leaf springs in the rear, featuring rear single tire drive and 175 tires. It is powered by Zhongxin Innovation’s single unit and Fujian Yidong’s 33.28 kWh LFP power batteries, and a 70 kW electric drive system from Zhengzhou Beino, with a total vehicle length of 4790mm, a cargo box length of 2760mm, a rated load capacity of 1170kg, a cruising range of 200 km, and a top speed of 90 km/h.
In the past, the “shared platform” for LCVs focused on two main routes: Japanese micro vans and mini trucks (K-Car concept), and European light vans and light trucks (including larger light trucks). However, after years of market testing, the former’s micro van business has plummeted to a low point, while mini trucks have gradually escaped the constraints of “micro van shared platforms,” evolving into 2-3 ton wide-body mini trucks. The use of agricultural vehicles (low-speed cargo trucks) has further enriched development ideas, and recent years of electrification have introduced the “One-Person Vehicle,” a narrow-body mini truck. As for the latter, while European light vans remain robust, the long-nose light trucks derived from their cab chassis have not gained traction, only appearing in a few specialized models.
The construction of the aforementioned product lines is similar to the currently popular “skateboard chassis,” but includes the concept of “off-road SUVs and pickups.” Yet, back in the last century, there were already operations of the 6450 “Jeep-like” light passenger vehicles and 1020 “pickup-like” cargo/passenger dual-purpose vehicles sharing a platform. In the realm of light vehicles, this is a well-trodden topic. The introduction of the skateboard chassis concept in the electric era resembles “old wine in new bottles,” and I believe it should not be overly generalized as a “one-size-fits-all” approach. As automotive products have evolved, the highly segmented market tailored to local conditions is the foundation of diversified vehicle structures, and there remains vast potential for further development—at least we have not yet reached a stage of “when things are divided, they must combine,” because most manufacturers still possess strong subjective initiative in product development.
NEV New Products Break Through 2/3 Share, Achieving Monopoly with Skyworth’s New Low-Entrance Sanitation and Jiefang/Flying Saucer Electric Range Extenders
Compared to the second quarter, the fuel types of new truck products in the third quarter can also be summarized into three major trends: traditional diesel and gasoline show no improvement, gas momentum has slightly weakened, and new energy has surpassed the two-thirds mark. With the rapid acceleration of electrification, the truck industry is beginning to experience a genuine transition between old and new products. Specifically:
- In the third quarter, the share of diesel and gasoline power was 21.9%-14.5%-19.0%, with traditional internal combustion engine new products accounting for only about 20%. However, the baseline is continually being breached, necessitating a shift in resources during product development. New gas products have undergone more than a year of “happy times,” and through the joint efforts of manufacturers, the product line has been progressively refined, with shares in the third quarter at 13.3%-11.9%-8.2%, entering a slow decline, but still maintaining an average share of about 10%.
- The penetration rate of new energy in the third quarter remained high, with a six-month average surpassing two-thirds, at 64.8%-73.5%-72.2%. In recent months, it has even reached a historical high of over 70%, reflecting the increasing focus of many manufacturers on electrification. New BEV products are approaching the 60% mark, beginning to dominate the industry, with battery-swapping BSEVs accounting for 18.0%-11.4%-14.0%. As fast charging technology rises, the momentum for battery swapping has decreased, representing a long-term technical route mainly suited for specific applications. FCVs and HEVs have also consistently appeared, with the former maintaining double-digit performance in recent months, and a total of nine range-extended REEV models quietly reaching new heights.
- After years of cultivation, the new energy sanitation vehicle market has shifted from a once blue ocean to a fiercely competitive red ocean. However, unlike the saturation of modified trucks, there is still considerable growth potential for passenger-modified vehicles tailored to urban low-speed conditions, with new players continually attempting to enter the market. In July, Skyworth’s Nanjing Jinlong submitted a report for the NJL1120TADEV pure electric cargo vehicle chassis, utilizing Skyworth’s new generation medium bus cockpit. The vehicle width is 2180mm, making it narrower than its peers, accommodating 2/3 passengers with a single outward-swinging door on the right side, and slightly smaller than the previous wide-body bus platform.This chassis adopts a through-beam structure, with some truss-like welded components similar to front-mounted bus chassis. Its GVW is 12,495kg, with a wheelbase of 3.3 meters and nine optional suspension schemes (including three less common front air suspension options, making it more “bus-like”). It is equipped with a 165.68 kWh LFP battery from CATL and has side skirt protection. Nanjing Jinlong’s 160 kW electric drive system powers it. This chassis was announced simultaneously with the NJL5120ZYSTADBEV pure electric compressed garbage truck, forming a total vehicle length of 6995/7045mm (bus manufacturers understand “cross-class length” better), with a rated payload of 3640-3915kg and a range of 320 kilometers. This vehicle illustrates that different types of urban roads have varying “transportation” needs—whether for passengers, general cargo, or garbage transfer—and adapting vehicles accordingly is a primary consideration for manufacturers. In this regard, both urban buses and city logistics have responded in a timely manner, and the small and medium-sized sanitation vehicles appear to be on the agenda.
- Beyond new energy technology routes, there are also non-plug-in energy-saving hybrid models that continue to attract the attention of some manufacturers, covering all fields from light to heavy trucks. In July, Dongfeng Group submitted a report for the DFD1120TLHEV hybrid cargo vehicle chassis, which falls into this category, utilizing the Huasheng HV3 series cockpit, accommodating 2/3 passengers, with a width of 2400mm, classified as a medium truck. Its GVW is set at 11,950kg according to N2 category limits, with a wheelbase of 4.7 meters and four optional leaf spring suspensions. It is matched with a Yuchai 2.36L, 140-horsepower diesel engine and features a single LFP battery from Zhengzhou Fudi and a 160 kW electric drive system from CRRC. This chassis was announced simultaneously with the DFD5120XLCLHEV refrigerated truck, forming a total vehicle length of 8200/8305/8535mm. After combinations, it offers a rated payload range of 4615-5220kg, with payload utilization rates of 0.81/0.75/0.61 and a fuel consumption of 17.56L/100km. With the sudden surge of new energy refrigerated trucks, the electrification of cold chain logistics in 2024 has gained broader attention, with market growth exceeding three times in the first half of this year, capturing the interest of many manufacturers. Companies that have established their positions early are expected to benefit from this trend.
Today, new energy passenger vehicles are sweeping across the country like a gale. Many believe this is the result of the widespread acceptance of hybrid technology and the concept of gasoline and electricity being priced equally, significantly increasing the penetration rate of electric vehicles. Recently, plug-in hybrid models utilizing gasoline-electric range extension solutions have also started gaining popularity in the commercial vehicle sector, aligning more closely with the passenger vehicle market and providing the industry with new possibilities. During the August-September period, five new gasoline-electric range extension products were reported, including two models each from BYD and FAW Jiefang, as well as one from Zhejiang Feidie, covering specifications of 4.5/6.5/7.36 tons. All of these belong to the N2 class of vehicles with a GVW greater than 3.5 tons and comply with the National IV emission standards for heavy-duty vehicles. Below is a brief introduction.
- In the August-September period, FAW collaborated with Yunnei Power to report the two plug-in range-extended hybrid cargo vehicle chassis from the Jiefang Tiger 6G series, namely CA104/70P40L2SHEVA84, marking their first entry into the gasoline-electric range extension field for commercial vehicles. This series of new products can be seen as “the same platform, two specifications,” with a GVW of 4495/7360 kg, which is a common setting for light and large light trucks. The cabin width is 2060 mm, accommodating 3/2 passengers, and the 7-ton model offers an optional rear through-hole, clearly designed for camper use. The series has a wheelbase of 3.4 meters and offers 18 groups of leaf spring suspension options. It is equipped with a LFP power battery from China Innovation Aviation and an FAW-owned 147 kW electric drive system. The 4-ton model and the box truck version were announced simultaneously, forming a total vehicle length of 4.16 meters, with a rated payload of 850 kg and fuel consumption of 13.7 L/100 km, reaching a top speed of 95 km/h.
- In September, Zhejiang Feidie, in collaboration with Xiaokang Power, reported the FD1040W78SHEV plug-in range-extended hybrid cargo vehicle chassis, as well as cargo, box truck, warehouse transport, and refrigerated versions. This vehicle uses the Feidie W5 series cabin, accommodating 3 passengers, with a wheelbase of 3490 mm. It offers four groups of leaf spring suspension options and is matched with a Chongqing Xiaokang H15RT 1.5L, 122-horsepower gasoline engine. It features a 100.966 kWh LFP power battery from CATL and a 120 kW electric drive axle from Shaanxi Hande. For the box truck version, it has a total vehicle length of 4.18/4.15 meters, a rated payload of 495 kg, a range of 420 kilometers, fuel consumption of 10.6 L/100 km, and a top speed of 90 km/h. Zhejiang Feidie has a rich layout of hybrid models, having previously equipped the same range extension system for the Aochi HV2 series, and this expansion into high-end models reflects Feidie’s significant emphasis on this route.
Huo Yue Shentong Smart Driving Version, Yuchai Yubao One-Person Vehicle, Chengshi Haochi-Daon, New Ji’ao-Suzhou Jitai Micro Vehicle
Geely Tangjun reported two new products from the Huoyue Shentong series in September, including the ZB1022BEVGDRJ0 and ZB1016BEVGDRJ0 pure electric cargo vehicle chassis, as well as the box truck version. The former has a GVW of 1950 kg and is equipped with a 15.97 kWh LFP power battery from Hefei Guoxuan and a 27 kW electric drive system from Jiangsu Yidong, with a rated payload of 1095/1080 kg, a range of 150 kilometers, and a top speed of 71 km/h. The latter has a GVW of 1065 kg and features a single battery from CATL and a grouped NCM power battery from Shanghai Jiexin, with a 15 kW electric drive system from Yidong, and a rated payload of 205 kg. Although this vehicle has limited loading capacity, it is equipped with an intelligent driving system, with multiple cameras and radar probes throughout the vehicle, including on top of the cabin, in front of the windshield, on the fenders, and behind the cargo box, as well as a touchscreen on the right side of the cargo box providing an electronic pick-up code for easy retrieval of express goods. Currently, unmanned logistics vehicles (mobile machines) have been applied in bulk in several cities across China, providing a new pathway for urban logistics last-mile delivery. Previously, some M-class passenger vehicles underwent similar modifications to shorten length and alter passenger and cargo compartments. Geely’s extension of this to N-class trucks is also an effective exploration of “one-person vehicles.”
Yuchai New Energy launched its “one-person vehicle” Yubao series in August, namely the YCE1010V1KBEVS1 pure electric cargo vehicle chassis and box truck version. While retaining the standard driving cabin from Shiyan Zhenghe, it has also introduced a uniquely styled exterior: the front headlights have been adjusted to horizontal split small round lights, with three silver chrome strips creating a continuous effect above. The traditional front grille has been replaced with a solid cover, with small hollow decorative rings surrounding the logo. This chassis has a width of 1100 mm, a GVW of 1.4 tons, and a wheelbase of 2.2 meters. It offers optional front independent and rear 3/4/5-leaf spring suspensions, with single rear tire drive and 135/145 tires, equipped with a 10.36 kWh LFP power battery from Jiangxi Ganfeng Lithium and a self-owned 20 kW electric drive system. The total vehicle length is 3685 mm, with a cargo box length of 1970 mm and a volume of 2.86 cubic meters, a rated payload of 635 kg, and the cargo box’s rear features double doors as standard, with optional double doors on the right side, closely fitting the use characteristics of urban distribution and e-commerce logistics. The range is 105 kilometers, with a top speed of 71 km/h. It should be noted that while this model chose an industry-standard base vehicle, Yuchai New Energy has also implemented its own style modifications, which is one of the effective ways of “being unified yet different.”
In July, Shandong Haochi collaborated with Chengdu Daen to report the HDY1020BEVS2 battery-swappable pure electric cargo vehicle chassis and box truck version. It features the Chengshi X6 series cabin, with a base width of 1555/1495 mm, accommodating 1/2 passengers, a GVW of 2350 kg, and a wheelbase of 3150 mm. It has front independent suspension and rear 6-leaf spring suspension, equipped with a single battery from Ganzhou Funeng and a 12.952 kWh NCM power battery assembled by Chengdu Daen, employing a bottom-mounted battery-swapping solution and a 30 kW electric drive system from Shanghai Matrix. The chassis was reported simultaneously with the box truck version, resulting in a total vehicle length of 4960 mm, a cargo box volume of 5.7-8.1 cubic meters, a rated payload of 940-1035 kg, and a range of 90 kilometers. For 1-2 ton class BEV micro trucks, there are not many products using battery-swapping solutions, primarily driven by Geely’s Yuanfang Huoyue Shentong. Additionally, Chengdu Daen had previously collaborated with Guizhou Wanren last August to report the battery-swappable WR1025EV and box vehicle, named “Daen EV06,” highlighting their commitment to developing battery-swappable logistics micro trucks.
In July, Zhejiang New Ji’ao reported the NGA1010BEVE1 pure electric cargo vehicle chassis, as well as three vehicle versions: cargo, box truck, and flatbed. This vehicle was developed in collaboration with Suzhou Jitai, utilizing its eD1 MINI urban pure electric multifunctional vehicle standard platform. The base vehicle measures 3498 mm in length and 1478 mm in width, with a GVW of 1480 kg, accommodating 2 passengers, and a wheelbase of 2350 mm. It features front MacPherson suspension and rear trailing arm suspension, with single rear tire drive and 165 tires, and a wheel track of 1272 mm for both front and rear. It is equipped with a single battery from Jiangxi Ganfeng Lithium and a 12.0 kWh LFP power battery assembled by Changsha Banghua, as well as a 20 kW electric drive system from Hangzhou Kuobo. For the box truck version, the total cargo box volume is 2.43-3.1 cubic meters, corresponding to a rated payload of 530/550 kg, a range of 120 kilometers, and a top speed of 80 km/h. A similar model from Suzhou Jitai had previously collaborated with Guangxi Shenlong to launch the first reported model HQK5012XXYGBEVK, and this coverage marks the second automaker involved, which is a necessary “expansion journey” for emerging forces in the industry.
(To be continued)
